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In late autumn in October, the weather is getting colder, and the domestic shipbuilding industry has already "dried into" the cold winter. Taizhou, one of the gathering places of domestic shipyards, now looks at the north bank of Jiaojiang River. The gantry cranes that are idle on the shore are motionless, like a lonely giant, quietly suffering from the years. Not far away, seven or eight ships were scattered on the river surface, and there was no "sports" that had sailed in the past. "There are no more than half of these ships, and they are four or five years old," said Liu Xiaochun, director of the Haichang Shipyard Office. Who can think of it, just a few years ago, it was a booming place. "There are workers everywhere, and the gantry cranes have basically never stopped." Liu Xiaochun remembers that at that time, the area around Jiaobei was brightly lit at night, and the noisy work was heard. Liu Zhuohai, general manager of Ningbo Mingyuan Shipping Co., Ltd. told China Economic Times reporter, “There are few orders, financing difficulties and idle capacity are the three major factors that restrict the development of shipbuilding enterprises. The current shipbuilding enterprises are really living in dire straits.†2012 Since the beginning of the year, due to factors such as tight capital chain, sharp drop in orders, difficulty in delivery, and low concentration, China's shipbuilding enterprises have dropped from 3,400 to 300. Among them, the enterprises that have gone bankrupt have been small and medium-sized private enterprises. the Lord. “In the past, it was difficult to order, difficult to start, and difficult to finance. Now it is difficult to survive.†Bao Zhangjing, chief researcher of China Shipbuilding Industry Economic Research Center, told the China Economic Times. Although the industry shuffle has been called for two years in the industry, the real bankruptcy wave has just begun. Less orders: the company "no rice under the pot" is on the verge of bankruptcy "now there are orders, we have not received orders for 3 months, we are not happy, I hope the relevant state departments to help us." September 26, Wang Ming (a pseudonym), the person in charge of a shipyard in Ningbo, China, who had just received a telephone interview with the China Economic Times reporter, complained about the suffering. When asked about the reasons for no orders, Wang Ming said, "There are many reasons. The most important thing is that the orders are now much less than before. The customers are more and more critical about the products, and the prices are very low. Lack of money, we can't complete the order by our own money.†According to our reporter, the price of new ships was pushed to a new low in the past eight years due to overcapacity in the shipbuilding industry, resulting in the loss of more than 1,500 shipyards in the first half of this year. 49% of orders. In addition, the decline in orders has led to a 24% drop in orders for Chinese shipbuilding companies' hand-held vessels compared to last year. Affected by this, the small boat factory was on the verge of bankruptcy, and the big shipyard suffered a heavy blow. Shipbuilding enterprises in Jiangsu, Zhejiang, Fujian, Shandong and other major shipbuilding provinces have been caught in the predicament of underemployment or work stoppage. According to the latest statistics of China Shipbuilding Industry Association, from January to September this year, China's shipbuilding completion volume, orders for new ships and orders for hand-held ships showed a “three-day losing streakâ€. Liu Zhuohai told this reporter: "When the shipbuilding enterprises were the most prosperous, you can't imagine what it looks like. Many people in Zhejiang province who do clothing, shoes, and even screw nuts and nuts have gone to shipbuilding, private capital. It was almost a night to get a shipyard." "The shipbuilding industry once became a game without a threshold in Taizhou and around. At that time, a ship with a cost of 20 million yuan could be sold for 30 million yuan or 40 million yuan. Even more, even in Taizhou, I once staged a scene in which merchants could not buy a boat with cash. In 2008, the Taizhou shipbuilding industry reached its peak, and all the shipyards of Taizhou shipbuilding companies were full, with more than 70,000 employees." Liu Zhuohai recalled. On September 24, the China Economic Times reporter contacted the Zhoushan City Economic and Information Committee, a staff member said, "There are only a few small shipyards in Zhoushan City. After 2003, the shipbuilding capacity began to increase. Zhoushan pays attention to the introduction of a certain scale of strength. The shipbuilding enterprises, there were more than 180 enterprises involved in the shipbuilding business in Zhoushan, and there were 40 or 50 shipbuilding enterprises of a certain scale.†In June this year, due to the debt of 300 million yuan, the largest export ship enterprise in Taizhou, Zhejiang. - Zhejiang Jingang Shipbuilding Co., Ltd. filed a bankruptcy application with the court. This is the third bankrupt shipbuilding enterprise in Zhejiang after Ningbo Hengfu Shipbuilding Co., Ltd. and Blue Sky Shipbuilding Group last year. In fact, not only in Zhejiang, China-South Korea joint venture Dalian Oriental Seiko Ship Co., Ltd. also declared bankruptcy in June, and many shipyards in Chongqing stopped working after the Spring Festival because of the lack of shipbuilding. Liu Zhuohai said, "In fact, the situation of new orders for shipbuilding companies has fallen sharply since last year. This year, the situation of low-cost orders between shipbuilding companies has intensified." Tan Zuoyu, general manager of China State Shipbuilding Corporation, recently The media said that China's shipbuilding industry is being shrouded in "bankruptcy," and 50% of shipyards will go bankrupt in the next two to three years. At present, some companies still have old orders, but if there are no new orders, if the situation continues, the companies facing bankruptcy in the second half may not only be closed to the rumor. According to a survey, 24% of the world's shipbuilding capacity will be eliminated in the next three years, and the situation in China is even more severe. According to media reports, due to the depletion of new ship orders, the significant decline in the proportion of shipowners' new ship prepayments, and the tightening of bank credit, domestic shipbuilding companies have seen a significant reduction in liquidity, and most shipbuilding companies have difficulty in cash flow. At the same time, shipowners are not willing to accept ships, and the phenomenon of delaying delivery of ships, changing ship types, and deferred payment is also increasing. Some small and medium-sized shipbuilding companies in China frequently face vacant shipyards, insolvency, suspension of production, bankruptcy, etc., facing severe challenges. . Financing difficulties: The last life-saving straw order that can't be caught is hard to make the shipyards miserable, and the difficulty of financing makes the shipyards that are struggling to make matters worse. Liu Zhuohai told this reporter: "In the past, the shipowners will divide the shipbuilding funds into five 20% of the shipbuilding costs according to the contracting, contracting, and final delivery. But now, the more money the shipowner pays in advance The less you pay, the more you pay only 20% to 30%, and the remaining 70% will be paid in one lump sum when you finally deliver the ship.†This change means that the amount of money at the shipyard is rapidly decreasing. Even if the ship company receives the order, it needs to be funded. "In the face of insufficient funds, shipbuilding companies have to build their own boats from their own pockets, which is really difficult for enterprises." Liu Zhuohai said. “The shipowner asks our company to finance itself. This will undoubtedly increase a lot of risks, but in order to survive, we can only take the risk of taking orders.†A person in charge of a private shipyard said, “No orders are waiting for death, and large orders cannot be received. The capital is to find death.†With the rising amount of shipping companies, the single private financing and lending methods have been difficult to meet the needs of shipbuilding enterprises. Many small and medium-sized private shipping companies that occupy half of the shipbuilding industry rely on increasingly narrow financing channels. According to Li Yufei, chairman of Haichang Shipbuilding Co., Ltd., the company will deliver 8 to 9 ships this year. At the beginning of April, 3 3,900 tons and 1 17,000 tons of oil tankers have started construction. The current situation is still Can sustain a livelihood. However, when it comes to the biggest difficulties, he is outspoken, the current financing resistance is heavy, and the new orders in the negotiations have not been finalized due to financial pressure. Li Oufei said that his shipyard had to start the order and start work. From the start of construction to delivery, the shipowner had to pay at a certain percentage at different stages. The deposit for the start-up is generally 15% to 20%. Due to the bad economic situation, the shipowner sometimes cannot even get the money. "Now there are 4 orders on hand, as long as the funds are in place, they can start work immediately." Li Oufei told this reporter that some ship owners also rely on loans to buy a ship. If the loan is not successful, the funds will not be available later. Looking at the old customers, the shipyard can only advance the funds. "There is also an order. If the funds are not sufficient, the 'duck' will be able to fly." He revealed that several ships delivered last year had tens of millions of debts. The shipbuilding industry is a capital, technology, and labor-intensive industry that requires large amounts of funds to ensure mobility. Most of the shipbuilding industry in Jiaojiang District is a private enterprise. In order to get timely financial support, some shipyards have to carry out private financing through themselves, relatives and friends. At the same time, the current domestic monetary tightening, banks to strengthen credit evaluation, tighten the scale of credit, the amount of shipbuilding loans is huge, it is more difficult to get loans. Many shipyard officials said: "Under the overall downturn of the industry, banks can understand the behavior of not issuing loans for the sake of financial security, but they still hope that banks can analyze specific issues." According to this reporter, at present, China's shipping companies are becoming more and more serious. The large shipping companies such as China Shipbuilding Group and China Shipbuilding Heavy Industry Group can guarantee sufficient liquidity through financing platforms such as financial companies and listed companies. Most of the privately-owned ship's own funds are invested in the construction of shipbuilding enterprises, and liquidity is scarce. Industry insiders pointed out that due to the continued sluggishness of the global shipping industry, financial institutions are now greatly enhanced by the credit risk assessment of the shipbuilding industry. It is increasingly difficult for private shipping companies to obtain loans from banks. An industry veteran who did not want to be named pointed out to this reporter that bank loans need to be collateralized by assets, and most of the assets of ship-owners are stranded on ships under construction, so when they need financing for new orders, they are not under construction. The ship is almost insolvent. Under the current banking policy, unconstructed ships cannot be used as collateral for loans, and it is even less likely to risk lending in a poor economic environment. Without a bank loan, the shipowner’s order to the shipyard will be reduced. Even with orders, not only is the price low, but the down payment ratio is also lowered. It is understood that at present, there are more than 100 shipbuilding enterprises in Zhoushan, Zhejiang, and half of them are small and medium-sized enterprises. In 2011, the bank has listed the shipbuilding industry as a high-risk industry. Due to the increasing proportion of shipping companies, the funds of some small and medium-sized shipping companies have become relatively tight. However, some insiders are optimistic that they are not worried about the difficulty of financing the shipping companies. "As long as the project is good, the reputation of the shipyard is not bad. Under the current liquidity is still abundant, the private lending market is very active, and corporate financing always takes Get money.†Transformation and upgrading: There is more than enough power to wait or to transform, and shipbuilding companies in dire straits seem to face only these two options. Liu Zhuohai said, "Wait, waiting for the enterprise to close down or waiting for the state department to help? Transformation, now how to turn, what to turn, no money, no advanced technology, no good market, said that transformation can be so easy? Some industry insiders believe that under such a severe situation, the industry's reshuffle is inevitable, and it is expected that a large number of Chinese boat companies will be eliminated in the next two to three years. Most of these shipbuilding companies have few investments and simple facilities. They entered the shipbuilding industry during the boom period, accounting for about 50% of the entire shipbuilding industry. For Zhejiang, which is the vast majority of private enterprises, it is naturally unwilling to let these private ship companies withdraw from the market. In the midst of difficulties, Zhejiang's shipping companies hope to upgrade their own technology and technology, and survive the most difficult days. Previously, the "Twelfth Five-Year Plan for the Development of the Shipbuilding Industry" issued by the Ministry of Industry and Information Technology clearly stated that it will comprehensively break through the key technologies of high-tech ships and make the design and manufacturing capabilities of offshore engineering equipment into the forefront of the world. "Chinese shipbuilding enterprises should advance to the high-end while maintaining the advantages of the original market. At the same time, vigorously develop energy-saving and environmentally-friendly ships that meet the new international shipbuilding standards and new standards." Wang Xianqing, director of the Institute of Circulation Economics of Guangdong Business School, told this reporter. Say. But it is obvious that transformation and upgrading is not easy for most companies. Under this grim situation, how to persist in has become a problem for many shipping companies, let alone reform and upgrade? Therefore, some shipping companies have called on the government to give support to the shipyard, give appropriate loose credit policies, encourage the construction of private financing platforms, and give certain tax relief or financial subsidies to shipbuilding and shipping companies. I hope the government can actively guide the shipyards to enter new technical fields. Give certain policy or financial support to help shipyards transform and upgrade. An industry insider commented on the reshuffle of this round of shipbuilding: "It is normal for several companies to die, and in the process of market economy, life and death can only last forever." He also called: "The state should provide funds, Encourage enterprises to accelerate innovation drive, increase development efforts, and increase support. The current difficulties are not caused by enterprises. China must become a major shipbuilding country, and local enterprises are important pillars and another leg. Shipbuilding is not easy to get to today. Be sure to hold it." Whether the government gives help or the company's own preparations, how to transform and upgrade shipbuilding enterprises is still a difficult question to answer.